EP1112929A1 - Streamlined engine pylon for aircraft wing - Google Patents

Streamlined engine pylon for aircraft wing Download PDF

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Publication number
EP1112929A1
EP1112929A1 EP00403015A EP00403015A EP1112929A1 EP 1112929 A1 EP1112929 A1 EP 1112929A1 EP 00403015 A EP00403015 A EP 00403015A EP 00403015 A EP00403015 A EP 00403015A EP 1112929 A1 EP1112929 A1 EP 1112929A1
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EP
European Patent Office
Prior art keywords
fairing
trailing edge
aerodynamic
wing
rear part
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Granted
Application number
EP00403015A
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German (de)
French (fr)
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EP1112929B1 (en
Inventor
Jean-Louis Cambon
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Airbus Operations SAS
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Airbus Operations SAS
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Publication of EP1112929A1 publication Critical patent/EP1112929A1/en
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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B64—AIRCRAFT; AVIATION; COSMONAUTICS
    • B64D—EQUIPMENT FOR FITTING IN OR TO AIRCRAFT; FLIGHT SUITS; PARACHUTES; ARRANGEMENT OR MOUNTING OF POWER PLANTS OR PROPULSION TRANSMISSIONS IN AIRCRAFT
    • B64D27/00—Arrangement or mounting of power plants in aircraft; Aircraft characterised by the type or position of power plants
    • B64D27/02—Aircraft characterised by the type or position of power plants
    • B64D27/16—Aircraft characterised by the type or position of power plants of jet type
    • B64D27/18—Aircraft characterised by the type or position of power plants of jet type within, or attached to, wings
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B64—AIRCRAFT; AVIATION; COSMONAUTICS
    • B64C—AEROPLANES; HELICOPTERS
    • B64C7/00—Structures or fairings not otherwise provided for
    • B64C7/02—Nacelles

Definitions

  • the present invention relates to a profiled suspension mast of aircraft wing.
  • masts suspended their wing and projecting from the lower surface of the latter.
  • Such masts are intended for the suspension, under the wing, of devices such as engines, weapons, fuel tanks, etc ...
  • masts and the devices hanging from them cause disturbances in the aerodynamic flow on the airfoil, which results, locally, in a loss of lift and an increase of drag.
  • These unfavorable aerodynamic effects are by elsewhere strengthened, because, for structural reasons in particular, said masts, on the one hand, have a relatively large width and, on the other hand, have their trailing edge in the vicinity of the trailing edge of the airfoil, such a vicinity of trailing edges increasing the risks of detachment air streams.
  • this fairing which is for example described in the document EP-A-0 432 972-- being arranged in contact with the lower surface of said wing and extending, on the one hand, in height, on a part of said mast and, on the other hand, towards the rear of the wing, extending beyond the trailing edge of the latter.
  • a fairing known has the approximate shape of a right parallelepiped terminated at the back by a pyramid with rounded point.
  • the upper surface of the fairing projecting beyond the trailing edge of the wing, extends the upper surface thereof and the width of said fairing corresponds to the width maximum of said mast, so that the lateral faces of said fairing extend towards the rear the maximum width section of said mast.
  • the fairing when the airfoil has movable elements of trailing edge, such as bending flaps, this fairing must itself be mobile.
  • the fairing may be at least partly in the hot air flow of an engine - whose temperature can reach 700 ° C - so it must be made of heat resistant materials and sized to withstand at these high temperatures. This therefore results in constraints of mass and additional costs of realization.
  • the object of the present invention is to remedy these drawbacks.
  • the present invention makes it possible to considerably reduce the length of the projecting part of it beyond the trailing edge of the wing for aerodynamic efficiency of the same order.
  • the present invention makes it possible to reduce the height of the fairing by approximately 80% and about 50% the length of said projecting part thereof by compared to this known fairing, with substantially aerodynamic efficiency equal vis-à-vis the risk of detachment of the air streams at the trailing edge mast and loss of lift problems.
  • Such a reduction in dimensions therefore avoids the disadvantages of mass and size mentioned above and, in the case of a close movable fairing of the hot flow of an engine, to reduce the design constraints and the nature of the materials to be used.
  • Figures 1 and 2 show respectively, in side view and in top view, a schematic example of a compliant suspension mast to the present invention, intended to support an engine under the wing of a plane.
  • Figures 3 to 8 are enlarged section views, corresponding respectively to section lines III-III to VIII-VIII of the figure 1.
  • Figure 9 shows, on a larger scale, the upper part of the figure 1.
  • Figure 10 is a partial perspective view of the rear and above, of the embodiment of the projecting rear part of the fairing illustrated by figures 1 and 9.
  • Figure 11 is a partial perspective view of the rear and below, of the embodiment of FIG. 10.
  • Figure 12 is a partial perspective view of the rear and above, an alternative embodiment of the rear part of the fairing according to the present invention.
  • Figure 13 is a partial perspective view of the rear and below, of the variant embodiment of FIG. 12.
  • Figure 14 is a diagram illustrating the aerodynamic action of the fairing according to the present invention.
  • FIG. 1 a portion of the airfoil 1 is shown of an airplane, in the vicinity of an engine 2 thereof.
  • This engine 2 is suspended from the airfoil 1 by means of a suspension mast 3, which protrudes from the lower surface 4 of the wing 1.
  • the airfoil 1 comprises a thick front part (on the leading edge side 17) and a rear part (on the side of the trailing edge 11) thin because the lower surface 4 has a rear part 4R concave and recessed with respect to its front part 4A.
  • the suspension mast 3 itself suspended from the wing 1 so known and not shown, is profiled and has a leading edge 5 and a trailing edge 6 and, between them, a section 7 of width maximum.
  • the width of the mast 3 is the dimension of the latter which is at less substantially parallel to the span of the wing 1, that is to say orthogonal in plan of Figures 1 and 9).
  • section 7 is not vertical, but strongly inclined towards the front, from top to bottom.
  • said maximum width section 7 of the mast 3 is arranged at the front of the rear part 4R, concave and set back from the lower surface 4 of the airfoil 1.
  • the suspension mast 3 is provided with a fairing 8 (see also Figures 4 to 13), intended to reduce local loss of lift and the local increase in drag generated by the mast 3.
  • This fairing 8 is flat and is placed in contact with the lower surface 4 of the airfoil 1, not extending only over a small part of the height of said mast 3. More precisely, the fairing 8 is housed, at least for most of its height, in the concavity of the rear part 4R of the lower surface 4 of the wing 1.
  • the flat fairing 8 extends towards the rear of the airfoil 1 with parallel side faces 9 and 10 extending section 7 of width maximum mast 3 and extends at the rear of wing 1, beyond from the trailing edge 11 of the latter, by a projecting rear part 12, whose upper surface 13 is an extension of the upper surface 14 of the wing 1.
  • the underside 15 of the fairing 8 at least in its rear part, is concave and approaches the upper face 13 to give said rear protruding part 12 the shape of a thinning blade backwards and terminated by a trailing edge 16.
  • the lateral faces 9 and 10 remain parallel to each other, in extension of section 7, even in the rear protruding part 12 of said fairing 8. It follows that the corresponding trailing edge 16 of this part rear 12 is elongated, and even straight in the example shown. As illustrated in FIGS. 2, 10 and 11, the straight trailing edge 16 is then advantageously parallel to the local trailing edge 11 of the airfoil 1.
  • the lateral faces 9 and 10 are mutually parallel and in extension of section 7 in the part of the fairing 8 which is in contact with the rear part 4R of the lower surface 4, but converge towards each other towards the rear in the rear protruding part 12, beyond the trailing edge 11 of the airfoil 1.
  • the faces 9 and 10 are convex in their converging rear parts and they define a trailing edge 16 at least substantially punctual.
  • the converging rear parts of the faces 9 and 10 may not be convex and the trailing edge 16 which they delimit could be lengthened and, for example, straight.

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  • Engineering & Computer Science (AREA)
  • Aviation & Aerospace Engineering (AREA)
  • Structures Of Non-Positive Displacement Pumps (AREA)
  • Toys (AREA)
  • Aerodynamic Tests, Hydrodynamic Tests, Wind Tunnels, And Water Tanks (AREA)
  • Turbine Rotor Nozzle Sealing (AREA)

Abstract

The suspension mast (3) comprises a streamlining (8) for reduction of local loss of lift and its maximum width section (7) is arranged in front of the rear concave and set back part (4R) of the wing intrados (4). The reduction streamlining is housed over most of its height in the rear concavity and comprises a lower face (15) which brings its upper surface (13) closer to an aerodynamic extension of the wing extrados (14). This gives, with the streamlining projecting rear part (12), the shape of a blade becoming thinner toward the rear and terminated by an aerodynamic trailing edge (16).

Description

La présente invention concerne un mât de suspension profilé de voilure d'aéronef.The present invention relates to a profiled suspension mast of aircraft wing.

On sait que certains aéronefs comportent des mâts profilés, suspendus à leur voilure et faisant saillie par rapport à l'intrados de cette dernière. De tels mâts sont destinés à la suspension, sous la voilure, de dispositifs tels que des moteurs, des armes, des réservoirs de carburant, etc ...We know that some aircraft have profiled masts, suspended their wing and projecting from the lower surface of the latter. Such masts are intended for the suspension, under the wing, of devices such as engines, weapons, fuel tanks, etc ...

Bien entendu, ces mâts et les dispositifs qui leur sont suspendus engendrent des perturbations dans l'écoulement aérodynamique sur la voilure, ce qui se traduit, localement, par une perte de portance et un accroissement de traínée. Ces effets aérodynamiques défavorables sont par ailleurs renforcés, du fait que, pour des raisons structurelles notamment, lesdits mâts, d'une part, présentent une largeur relativement importante et, d'autre part, ont leur bord de fuite au voisinage du bord de fuite de la voilure, un tel voisinage de bords de fuite augmentant les risques de décollement des filets d'air.Of course, these masts and the devices hanging from them cause disturbances in the aerodynamic flow on the airfoil, which results, locally, in a loss of lift and an increase of drag. These unfavorable aerodynamic effects are by elsewhere strengthened, because, for structural reasons in particular, said masts, on the one hand, have a relatively large width and, on the other hand, have their trailing edge in the vicinity of the trailing edge of the airfoil, such a vicinity of trailing edges increasing the risks of detachment air streams.

Pour remédier à ces inconvénients, on utilise déjà depuis 1986, sur l'avion Airbus A320, un carénage de réduction de perte locale de sustentation aérodynamique due à un tel mât de suspension, ce carénage --qui est par exemple décrit dans le document EP-A-0 432 972-- étant disposé au contact de l'intrados de ladite voilure et s'étendant, d'une part, en hauteur, sur une partie dudit mât et, d'autre part, vers l'arrière de la voilure, en se prolongeant au-delà du bord de fuite de cette dernière. Un tel carénage connu présente la forme approximative d'un parallélépipède droit terminé à l'arrière par une pyramide à pointe arrondie. La surface supérieure du carénage, saillant au-delà du bord de fuite de la voilure, prolonge l'extrados de celle-ci et la largeur dudit carénage correspond à la largeur maximale dudit mât, de sorte que les faces latérales dudit carénage prolongent vers l'arrière la section de largeur maximale dudit mât.To remedy these drawbacks, we have already used since 1986, on the Airbus A320 aircraft, a fairing to reduce local lift loss aerodynamics due to such a suspension mast, this fairing - which is for example described in the document EP-A-0 432 972-- being arranged in contact with the lower surface of said wing and extending, on the one hand, in height, on a part of said mast and, on the other hand, towards the rear of the wing, extending beyond the trailing edge of the latter. Such a fairing known has the approximate shape of a right parallelepiped terminated at the back by a pyramid with rounded point. The upper surface of the fairing, projecting beyond the trailing edge of the wing, extends the upper surface thereof and the width of said fairing corresponds to the width maximum of said mast, so that the lateral faces of said fairing extend towards the rear the maximum width section of said mast.

Pour un avion de taille moyenne, ce carénage connu présente des dimensions acceptables. En revanche, pour un avion de grande taille, il est obligatoirement long et volumineux, ce qui engendre de fortes charges aérodynamiques s'exerçant en vol sur ledit carénage. Ceci implique de le rigidifier de sorte qu'il en résulte une augmentation de masse pénalisante.For a medium-sized aircraft, this known fairing presents acceptable dimensions. However, for a large aircraft, it is necessarily long and bulky, which generates heavy loads aerodynamics exerted in flight on said fairing. This implies to stiffen so that it results in a penalizing mass increase.

Par ailleurs, lorsque la voilure comporte des éléments mobiles de bord de fuite, tels que des volets de courbure, ce carénage doit lui-même être mobile. Dans ce cas, pour certaines configurations de vol, le carénage peut se trouver au moins en partie dans le flux d'air chaud d'un moteur --dont la température peut atteindre 700°C-- de sorte qu'il doit alors être réalisé dans des matériaux résistant à la chaleur et dimensionné pour résister à ces températures élevées. Il en résulte donc des contraintes de masse et des coûts supplémentaires de réalisation.Furthermore, when the airfoil has movable elements of trailing edge, such as bending flaps, this fairing must itself be mobile. In this case, for certain flight configurations, the fairing may be at least partly in the hot air flow of an engine - whose temperature can reach 700 ° C - so it must be made of heat resistant materials and sized to withstand at these high temperatures. This therefore results in constraints of mass and additional costs of realization.

L'objet de la présente invention est de remédier à ces inconvénients.The object of the present invention is to remedy these drawbacks.

A cette fin, selon l'invention, le mât de suspension de voilure d'aéronef, ladite voilure comportant un intrados dont la partie arrière est concave et en retrait par rapport à sa partie avant et ledit mât :

  • étant suspendu à ladite voilure en faisant saillie par rapport audit intrados de la voilure et étant profilé pour comporter, entre son bord d'attaque et son bord de fuite, une section de largeur maximale ; et
  • étant pourvu d'un carénage de réduction de perte locale de sustentation aérodynamique, qui :
    • est disposé au contact de l'intrados de ladite voilure et s'étend en hauteur sur une partie dudit mât ;
    • s'étend vers l'arrière de la voilure, avec des faces latérales en prolongement aérodynamique de la section de largeur maximale dudit mât ; et
    • se prolonge à l'arrière de la voilure, au-delà du bord de fuite de celle-ci, par une partie arrière saillante ayant une surface supérieure en prolongement aérodynamique de l'extrados de ladite voilure,
    est remarquable :
    • en ce que ladite section de largeur maximale dudit mât est disposée à l'avant de ladite partie arrière, concave et en retrait, de l'intrados de la voilure ; et
    • en ce que ledit carénage de réduction de perte locale de sustentation aérodynamique :
      • est logé, au moins pour la plus grande part de sa hauteur, dans la concavité de ladite partie arrière de l'intrados de la voilure, et
      • comporte une face inférieure qui se rapproche de ladite surface supérieure en prolongement aérodynamique de l'extrados de la voilure pour donner, à ladite partie arrière saillante dudit carénage, la forme d'une lame s'amincissant vers l'arrière et terminée par un bord de fuite aérodynamique.
To this end, according to the invention, the airfoil suspension mast, said airfoil comprising a lower surface, the rear part of which is concave and recessed with respect to its front part and said mast:
  • being suspended from said airfoil projecting from said lower surface of the airfoil and being profiled to comprise, between its leading edge and its trailing edge, a section of maximum width; and
  • being provided with a fairing for reduction of local loss of aerodynamic lift, which:
    • is arranged in contact with the lower surface of said wing and extends in height over a part of said mast;
    • extends rearward of the wing, with lateral faces in aerodynamic extension of the maximum width section of said mast; and
    • extends at the rear of the airfoil, beyond the trailing edge thereof, by a projecting rear part having an upper surface in aerodynamic extension of the upper surface of said airfoil,
    is remarkable:
    • in that said maximum width section of said mast is disposed at the front of said rear part, concave and recessed, from the lower surface of the wing; and
    • in that said fairing for reduction of local loss of aerodynamic lift:
      • is housed, at least for most of its height, in the concavity of said rear part of the lower surface of the airfoil, and
      • has a lower face which approaches said upper surface in aerodynamic extension of the upper surface of the airfoil to give, to said projecting rear part of said fairing, the shape of a blade tapering towards the rear and ending in an edge aerodynamic leakage.

Ainsi, grâce à la présente invention, on obtient un carénage plat de faibles dimensions qui permet de résoudre les problèmes du carénage connu, mentionnés ci-dessus. On remarquera que le bord de fuite aérodynamique dudit carénage permet de réduire considérablement la longueur de la partie saillante de celui-ci au-delà du bord de fuite de la voilure pour une efficacité aérodynamique du même ordre. L'expérience a montré que la présente invention permet de réduire d'environ 80% la hauteur du carénage et d'environ 50% la longueur de ladite partie saillante de celui-ci par rapport à ce carénage connu, à efficacité aérodynamique sensiblement égale vis-à-vis des risques de décollements des filets d'air au bord de fuite du mât et des problèmes de perte de portance. Une telle réduction des dimensions permet donc d'éviter les inconvénients de masse et d'encombrement mentionnés ci-dessus et, dans le cas d'un carénage mobile proche du flux chaud d'un moteur, de réduire les contraintes de dimensionnement et de nature des matériaux à utiliser.Thus, thanks to the present invention, there is obtained a flat fairing of small dimensions which makes it possible to solve the problems of the fairing known, mentioned above. Note that the aerodynamic trailing edge of said fairing makes it possible to considerably reduce the length of the projecting part of it beyond the trailing edge of the wing for aerodynamic efficiency of the same order. Experience has shown that the present invention makes it possible to reduce the height of the fairing by approximately 80% and about 50% the length of said projecting part thereof by compared to this known fairing, with substantially aerodynamic efficiency equal vis-à-vis the risk of detachment of the air streams at the trailing edge mast and loss of lift problems. Such a reduction in dimensions therefore avoids the disadvantages of mass and size mentioned above and, in the case of a close movable fairing of the hot flow of an engine, to reduce the design constraints and the nature of the materials to be used.

Pour augmenter encore la limitation en épaisseur du carénage conforme à la présente invention, il est avantageux que sa face inférieure soit concave.To further increase the shrinkage thickness limitation in accordance with the present invention, it is advantageous for its underside be concave.

En ce qui concerne le bord de fuite de la partie arrière du carénage, plusieurs modes de réalisation sont prévus par la présente invention. Par exemple :

  • les faces latérales de la partie arrière saillante du carénage peuvent, tout comme celles de la partie du carénage se trouvant en regard de l'intrados, être au moins approximativement parallèles entre elles, en prolongement de la section de largeur maximale du mât. Dans ce cas, le bord de fuite du carénage est allongé, par exemple rectiligne, et il peut être au moins sensiblement parallèle au bord de fuite local de la voilure ;
  • ou bien, en variante, les faces latérales de la partie arrière saillante du carénage peuvent, contrairement à celles de la partie du carénage se trouvant en regard de l'intrados, converger l'une vers l'autre en direction de l'arrière. Dans ce cas, lesdites faces latérales peuvent être convexes et elles peuvent définir, pour ledit carénage, soit un bord de fuite relativement allongé, par exemple rectiligne, soit un bord de fuite au moins sensiblement ponctuel.
With regard to the trailing edge of the rear part of the fairing, several embodiments are provided by the present invention. For example :
  • the side faces of the protruding rear part of the fairing may, like those of the part of the fairing facing the lower surface, be at least approximately parallel to each other, in extension of the maximum width section of the mast. In this case, the trailing edge of the fairing is elongated, for example rectilinear, and it can be at least substantially parallel to the local trailing edge of the wing;
  • or alternatively, the lateral faces of the projecting rear part of the fairing may, unlike those of the part of the fairing facing the lower surface, converge towards one another in the rear direction. In this case, said lateral faces can be convex and they can define, for said fairing, either a relatively elongated trailing edge, for example rectilinear, or a trailing edge at least substantially punctual.

Quel que soit le mode de réalisation du bord de fuite du carénage, il va de soi qu'il faut veiller à ce que la forme de la partie arrière saillante de ce dernier n'entraíne pas des décollements des filets d'air, ce qui augmenterait la traínée. Whatever the embodiment of the trailing edge of the fairing, it goes without saying that care must be taken to ensure that the shape of the protruding rear part of the latter does not cause detachments of the air streams, which would increase the trainee.

Par ailleurs, afin d'éviter que la partie arrière saillante du carénage conforme à la présente invention soit noyée dans les effets visqueux de la couche limite au voisinage du bord de fuite de la voilure --ce qui réduirait notablement l'efficacité aérodynamique dudit carénage--, il est important que, audit bord de fuite de la voilure, l'épaisseur dudit carénage soit supérieure à l'épaisseur de la couche limite de l'écoulement aérodynamique sur ladite voilure.Furthermore, in order to prevent the protruding rear part of the fairing according to the present invention is drowned in the viscous effects of boundary layer in the vicinity of the trailing edge of the airfoil - which would reduce notably the aerodynamic efficiency of said fairing--, it is important that, at said trailing edge of the airfoil, the thickness of said fairing is greater to the thickness of the boundary layer of the aerodynamic flow over said wing.

Les figures du dessin annexé feront bien comprendre comment l'invention peut être réalisée. Sur ces figures, des références identiques désignent des éléments semblables.The figures in the accompanying drawing will make it clear how the invention can be realized. In these figures, identical references denote similar elements.

Les figures 1 et 2 montrent respectivement, en vue de côté et en vue de dessus, un exemple schématique de mât de suspension conforme à la présente invention, destiné à supporter un moteur sous la voilure d'un avion.Figures 1 and 2 show respectively, in side view and in top view, a schematic example of a compliant suspension mast to the present invention, intended to support an engine under the wing of a plane.

Les figures 3 à 8 sont des vues en section agrandies, correspondant respectivement aux lignes de coupe III-III à VIII-VIII de la figure 1.Figures 3 to 8 are enlarged section views, corresponding respectively to section lines III-III to VIII-VIII of the figure 1.

La figure 9 montre, à plus grande échelle, la partie supérieure de la figure 1.Figure 9 shows, on a larger scale, the upper part of the figure 1.

La figure 10 est une vue partielle, en perspective de l'arrière et du dessus, du mode de réalisation de la partie arrière saillante du carénage illustré par les figures 1 et 9.Figure 10 is a partial perspective view of the rear and above, of the embodiment of the projecting rear part of the fairing illustrated by figures 1 and 9.

La figure 11 est une vue partielle, en perspective de l'arrière et du dessous, du mode de réalisation de la figure 10.Figure 11 is a partial perspective view of the rear and below, of the embodiment of FIG. 10.

La figure 12 est une vue partielle, en perspective de l'arrière et du dessus, d'une variante de réalisation de la partie arrière du carénage conforme à la présente invention.Figure 12 is a partial perspective view of the rear and above, an alternative embodiment of the rear part of the fairing according to the present invention.

La figure 13 est une vue partielle, en perspective de l'arrière et du dessous, de la variante de réalisation de la figure 12. Figure 13 is a partial perspective view of the rear and below, of the variant embodiment of FIG. 12.

La figure 14 est un diagramme illustrant l'action aérodynamique du carénage conforme à la présente invention.Figure 14 is a diagram illustrating the aerodynamic action of the fairing according to the present invention.

Sur les figures 1 et 2, on a représenté une portion de la voilure 1 d'un avion, au voisinage d'un moteur 2 de ce dernier. Ce moteur 2 est suspendu à la voilure 1 par l'intermédiaire d'un mât de suspension 3, qui fait saillie par rapport à l'intrados 4 de la voilure 1. Comme on peut le voir sur la figure 1, ainsi qu'également sur la figure 9, la voilure 1 comporte une partie avant (du côté du bord d'attaque 17) épaisse et une partie arrière (du côté du bord de fuite 11) mince du fait que l'intrados 4 comporte une partie arrière 4R concave et en retrait par rapport à sa partie avant 4A.In Figures 1 and 2, a portion of the airfoil 1 is shown of an airplane, in the vicinity of an engine 2 thereof. This engine 2 is suspended from the airfoil 1 by means of a suspension mast 3, which protrudes from the lower surface 4 of the wing 1. As can be seen in FIG. 1, as also in FIG. 9, the airfoil 1 comprises a thick front part (on the leading edge side 17) and a rear part (on the side of the trailing edge 11) thin because the lower surface 4 has a rear part 4R concave and recessed with respect to its front part 4A.

Le mât de suspension 3, lui-même suspendu à la voilure 1 de manière connue et non représentée, est profilé et il comporte un bord d'attaque 5 et un bord de fuite 6 et, entre ceux-ci, une section 7 de largeur maximale. (La largeur du mât 3 est la dimension de ce dernier qui est au moins sensiblement parallèle à l'envergure de la voilure 1, c'est-à-dire orthogonale au plan des figures 1 et 9). Dans l'exemple représenté sur les figures, la section 7 n'est pas verticale, mais fortement inclinée vers l'avant, du haut vers le bas. Par ailleurs, ladite section de largeur maximale 7 du mât 3 est disposée à l'avant de la partie arrière 4R, concave et en retrait, de l'intrados 4 de la voilure 1.The suspension mast 3, itself suspended from the wing 1 so known and not shown, is profiled and has a leading edge 5 and a trailing edge 6 and, between them, a section 7 of width maximum. (The width of the mast 3 is the dimension of the latter which is at less substantially parallel to the span of the wing 1, that is to say orthogonal in plan of Figures 1 and 9). In the example shown on the figures, section 7 is not vertical, but strongly inclined towards the front, from top to bottom. Furthermore, said maximum width section 7 of the mast 3 is arranged at the front of the rear part 4R, concave and set back from the lower surface 4 of the airfoil 1.

De plus, le mât de suspension 3 est pourvu d'un carénage 8 (voir également les figures 4 à 13), destiné à réduire la perte locale de portance et l'accroissement local de traínée engendrés par le mât 3. Ce carénage 8 est plat et est disposé au contact de l'intrados 4 de la voilure 1, en ne s'étendant que sur une faible partie de la hauteur dudit mât 3. Plus précisément, le carénage 8 est logé, au moins pour la plus grande part de sa hauteur, dans la concavité de la partie arrière 4R de l'intrados 4 de la voilure 1. In addition, the suspension mast 3 is provided with a fairing 8 (see also Figures 4 to 13), intended to reduce local loss of lift and the local increase in drag generated by the mast 3. This fairing 8 is flat and is placed in contact with the lower surface 4 of the airfoil 1, not extending only over a small part of the height of said mast 3. More precisely, the fairing 8 is housed, at least for most of its height, in the concavity of the rear part 4R of the lower surface 4 of the wing 1.

Le carénage plat 8 s'étend vers l'arrière de la voilure 1 avec des faces latérales parallèles 9 et 10 en prolongement de la section 7 de largeur maximale du mât 3 et se prolonge à l'arrière de la voilure 1, au-delà du bord de fuite 11 de cette dernière, par une partie arrière saillante 12, dont la surface supérieure 13 est en prolongement de l'extrados 14 de la voilure 1.The flat fairing 8 extends towards the rear of the airfoil 1 with parallel side faces 9 and 10 extending section 7 of width maximum mast 3 and extends at the rear of wing 1, beyond from the trailing edge 11 of the latter, by a projecting rear part 12, whose upper surface 13 is an extension of the upper surface 14 of the wing 1.

De plus, la face inférieure 15 du carénage 8, au moins dans sa partie arrière, est concave et se rapproche de la face supérieure 13 pour donner à ladite partie arrière saillante 12 la forme d'une lame s'amincissant vers l'arrière et terminée par un bord de fuite 16.In addition, the underside 15 of the fairing 8, at least in its rear part, is concave and approaches the upper face 13 to give said rear protruding part 12 the shape of a thinning blade backwards and terminated by a trailing edge 16.

Dans le mode de réalisation du carénage 8 illustré par les figures 2 à 11, les faces latérales 9 et 10 restent parallèles entre elles, en prolongement de la section 7, même dans la partie arrière saillante 12 dudit carénage 8. Il en résulte que le bord de fuite 16 correspondant de cette partie arrière 12 est allongé, et même rectiligne dans l'exemple représenté. Comme l'illustrent les figures 2, 10 et 11, le bord de fuite rectiligne 16 est alors avantageusement parallèle au bord de fuite local 11 de la voilure 1.In the embodiment of the fairing 8 illustrated by FIGS. 2 at 11, the lateral faces 9 and 10 remain parallel to each other, in extension of section 7, even in the rear protruding part 12 of said fairing 8. It follows that the corresponding trailing edge 16 of this part rear 12 is elongated, and even straight in the example shown. As illustrated in FIGS. 2, 10 and 11, the straight trailing edge 16 is then advantageously parallel to the local trailing edge 11 of the airfoil 1.

En revanche, dans la variante de réalisation des figures 12 et 13, les faces latérales 9 et 10 sont parallèles entre elles et en prolongement de la section 7 dans la partie du carénage 8 qui se trouve au contact de la partie arrière 4R de l'intrados 4, mais convergent l'une vers l'autre vers l'arrière dans la partie arrière saillante 12, au-delà du bord de fuite 11 de la voilure 1. Dans l'exemple représenté sur les figures 12 et 13, les faces 9 et 10 sont convexes dans leurs parties arrière convergentes et elles définissent un bord de fuite 16 au moins sensiblement ponctuel. Bien entendu, les parties arrière convergentes des faces 9 et 10 pourraient ne pas être convexes et le bord de fuite 16 qu'elles délimitent pourrait être allongé et, par exemple, rectiligne. On the other hand, in the variant embodiment of FIGS. 12 and 13, the lateral faces 9 and 10 are mutually parallel and in extension of section 7 in the part of the fairing 8 which is in contact with the rear part 4R of the lower surface 4, but converge towards each other towards the rear in the rear protruding part 12, beyond the trailing edge 11 of the airfoil 1. In the example shown in FIGS. 12 and 13, the faces 9 and 10 are convex in their converging rear parts and they define a trailing edge 16 at least substantially punctual. Of course, the converging rear parts of the faces 9 and 10 may not be convex and the trailing edge 16 which they delimit could be lengthened and, for example, straight.

Grâce à la présente invention, on obtient donc un carénage 8 particulièrement plat et peu encombrant. Sur les figures 1, 2, 4 à 10 et 12, on a représenté en traits mixtes les contours du carénage connu PA, qu'il serait nécessaire de prévoir pour la voilure 1, à efficacité aérodynamique équivalente, vis-à-vis des risques de décollements des filets d'air au bord de fuite du mât et des problèmes de perte de portance.Thanks to the present invention, a particularly fairing 8 is therefore obtained. flat and space-saving. In Figures 1, 2, 4 to 10 and 12, the contours of the known fairing PA, which it would be necessary to provide for wing 1, aerodynamically efficient equivalent, vis-à-vis the risk of detachment of the air streams at the edge mast leakage and loss of lift problems.

Par ailleurs, sur la figure 14, on a représenté, en fonction de la distance x le long de la corde C du profil de la voilure 1, comptée à partir du bord d'attaque 17 en direction du bord de fuite 11, la courbe 18 de variation du coefficient de pression Kp sur l'extrados 14 et la courbe 19 de variation dudit coefficient Kp sur l'intrados 4, pour l'ensemble pylône 3-voilure 1 pourvu du carénage 8 décrit ci-dessus. A titre de comparaison, sur cette figure, on a tracé de plus les mêmes courbes 20 et 21 pour ledit ensemble pylône 3 - voilure 1, duquel ledit carénage 8 est éliminé. On voit aisément que, grâce au carénage 8 de l'invention, la portance dudit ensemble est augmentée, dans la partie arrière 4R de l'intrados, dans une proportion qui correspond à la somme des zones hachurées 22 et 23 représentées sur la figure 14.Furthermore, in Figure 14, there is shown, depending on the distance x along the chord C of the profile of blade 1, counted from leading edge 17 towards the trailing edge 11, the variation curve 18 pressure coefficient Kp on the upper surface 14 and curve 19 of variation of said coefficient Kp on the lower surface 4, for the 3-wing pylon assembly 1 provided with the fairing 8 described above. To compare, in this figure, the same curves 20 and 21 have also been drawn for said pylon 3 - wing 1 assembly, from which said fairing 8 is eliminated. We easily sees that, thanks to the fairing 8 of the invention, the lift of said assembly is increased, in the rear part 4R of the lower surface, in a proportion which corresponds to the sum of the hatched zones 22 and 23 represented in Figure 14.

Claims (8)

Mât de suspension (3) de voilure d'aéronef, ladite voilure (1) comportant un intrados (4) dont la partie arrière (4R) est concave et en retrait par rapport à sa partie avant (4A) et ledit mât (3) : étant suspendu à ladite voilure (1) en faisant saillie par rapport audit intrados (4) de la voilure (1) et étant profilé pour comporter, entre son bord d'attaque (5) et son bord de fuite (6), une section de largeur maximale (7) ; et étant pourvu d'un carénage (8) de réduction de perte locale de sustentation aérodynamique, qui : est disposé au contact de l'intrados (4) de ladite voilure (1) et s'étend en hauteur sur une partie dudit mât (3) ; s'étend vers l'arrière de la voilure (1), avec des faces latérales (9, 10) en prolongement aérodynamique de la section de largeur maximale (7) dudit mât (3); et se prolonge à l'arrière de la voilure (1), au-delà du bord de fuite (11) de celle-ci, par une partie arrière saillante (12) ayant une surface supérieure (13) en prolongement aérodynamique de l'extrados (14) de ladite voilure (1), caractérisé : en ce que ladite section de largeur maximale (7) dudit mât (3) est disposée à l'avant de ladite partie arrière (4R), concave et en retrait, de l'intrados (4) de la voilure (1) ; et en ce que ledit carénage de réduction de perte locale de sustentation aérodynamique (8) : est logé, au moins pour la plus grande part de sa hauteur, dans la concavité de ladite partie arrière (4R) de l'intrados (4) de la voilure (1), et comporte une face inférieure (15) qui se rapproche de ladite surface supérieure (13) en prolongement aérodynamique de l'extrados (14) de la voilure (1) pour donner, à ladite partie arrière saillante (12) dudit carénage (8), la forme d'une lame s'amincissant vers l'arrière et terminée par un bord de fuite aérodynamique (16). Aircraft wing suspension mast (3), said wing (1) comprising a lower surface (4), the rear part (4R) of which is concave and recessed with respect to its front part (4A) and said mast (3) : being suspended from said airfoil (1) projecting from said lower surface (4) of the airfoil (1) and being profiled to comprise, between its leading edge (5) and its trailing edge (6) maximum width (7); and being provided with a fairing (8) for reducing local loss of aerodynamic lift, which: is arranged in contact with the lower surface (4) of said wing (1) and extends in height over part of said mast (3); extends towards the rear of the wing (1), with lateral faces (9, 10) in aerodynamic extension of the maximum width section (7) of said mast (3); and extends at the rear of the wing (1), beyond the trailing edge (11) thereof, by a projecting rear part (12) having an upper surface (13) in aerodynamic extension of the upper surface (14) of said wing (1), characterized: in that said maximum width section (7) of said mast (3) is disposed at the front of said rear part (4R), concave and recessed, from the lower surface (4) of the airfoil (1); and in that said fairing for reduction of local loss of aerodynamic lift (8): is housed, at least for most of its height, in the concavity of said rear part (4R) of the lower surface (4) of the airfoil (1), and comprises a lower face (15) which approaches said upper surface (13) in aerodynamic extension of the upper surface (14) of the airfoil (1) to give, to said protruding rear part (12) of said fairing (8), the shape of a blade tapering towards the rear and terminated by an aerodynamic trailing edge (16). Mât de suspension selon la revendication 1,
caractérisé en ce que ladite face inférieure (15) dudit carénage (8) est concave.Suspension mast according to claim 1,
characterized in that said lower face (15) of said fairing (8) is concave. Mât de suspension selon l'une des revendications 1 ou 2,
caractérisé en ce que les faces latérales (9, 10) de ladite partie arrière (12) du carénage (8) sont au moins approximativement en prolongement de la section de largeur maximale (7) dudit mât (3).Suspension mast according to one of claims 1 or 2,
characterized in that the lateral faces (9, 10) of said rear part (12) of the fairing (8) are at least approximately in extension of the maximum width section (7) of said mast (3). Mât de suspension selon l'une des revendications 1 ou 2,
caractérisé en ce que les faces latérales (9, 10) de ladite partie arrière (12) de carénage (8) convergent l'une vers l'autre en direction de l'arrière.Suspension mast according to one of claims 1 or 2,
characterized in that the side faces (9, 10) of said rear fairing part (12) (8) converge towards one another in the rear direction. Mât de suspension selon l'une des revendications 3 ou 4,
caractérisé en ce que le bord de fuite aérodynamique (16) de ladite partie arrière (12) du carénage (8) est allongé.Suspension mast according to one of claims 3 or 4,
characterized in that the aerodynamic trailing edge (16) of said rear part (12) of the fairing (8) is elongated. Mât de suspension selon la revendication 4,
caractérisé en ce que le bord de fuite aérodynamique (16) de ladite partie arrière (12) du carénage (8) est au moins sensiblement ponctuel.Suspension mast according to claim 4,
characterized in that the aerodynamic trailing edge (16) of said rear part (12) of the fairing (8) is at least substantially punctual. Mât de suspension selon la revendication 5,
caractérisé en ce que ledit bord de fuite aérodynamique (16) de ladite partie arrière (12) du carénage (8) est au moins sensiblement parallèle au bord de fuite local (11) de la voilure (1).Suspension mast according to claim 5,
characterized in that said aerodynamic trailing edge (16) of said rear part (12) of the fairing (8) is at least substantially parallel to the local trailing edge (11) of the airfoil (1). Mât de suspension selon l'une des revendications 4 ou 6,
caractérisé en ce que lesdites faces latérales (9, 10) de ladite partie arrière (12) du carénage (8) sont convexes.Suspension mast according to one of claims 4 or 6,
characterized in that said side faces (9, 10) of said rear part (12) of the fairing (8) are convex.
EP00403015A 1999-12-27 2000-10-30 Streamlined engine pylon for aircraft wing Expired - Lifetime EP1112929B1 (en)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
FR9916539 1999-12-27
FR9916539A FR2802896B1 (en) 1999-12-27 1999-12-27 AIRCRAFT PROFILE SUSPENSION MAT

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EP1112929A1 true EP1112929A1 (en) 2001-07-04
EP1112929B1 EP1112929B1 (en) 2003-12-03

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EP (1) EP1112929B1 (en)
CA (1) CA2327374C (en)
DE (1) DE60006925T2 (en)
ES (1) ES2207472T3 (en)
FR (1) FR2802896B1 (en)

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FR2898336A1 (en) * 2006-03-07 2007-09-14 Airbus France Sas Aerodynamic fairing e.g. flap track fairing, for aircraft, has waist arranged along transversal direction, where waist is formed on lateral flanges using respective reinforcements which are opposite to each other
FR2922520A1 (en) * 2007-10-22 2009-04-24 Airbus France Sa Critical zone's compressibility drag reducing method for wing of airplane, involves arranging rear part in upstream of leading edge of wing so that container reduces speed of air in upstream of zone for reducing compressibility drag of zone

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US8651426B2 (en) 2010-07-01 2014-02-18 Rolls-Royce Plc Jet engine installation
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GB2488172B (en) * 2011-02-21 2014-01-29 Rolls Royce Plc Flow-modifying formation for aircraft wing
FR3000721B1 (en) * 2013-01-09 2016-10-14 Airbus Operations Sas AIRCRAFT PROPULSIVE ASSEMBLY COMPRISING AERODYNAMIC AERODYNAMIC REAR FITTING FOR SIDEWALLS WITH PROFILED WALLS FOR THE INJECTION OF FRESH AIR ALONG A THERMAL PROTECTION FLOOR
CA2918320C (en) 2013-07-26 2018-05-15 Mra Systems, Inc. Aircraft engine pylon
US20200283160A1 (en) * 2017-10-19 2020-09-10 Bombardier Inc. Aircraft pylon fairing
EP3666642A1 (en) 2018-12-10 2020-06-17 Bombardier Inc. Aircraft wing assemblies
GB2580930A (en) 2019-01-30 2020-08-05 Airbus Operations Ltd Fairing for folding wing tip

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US4867394A (en) * 1988-06-23 1989-09-19 The United States Of America As Represented By The Administrator Of The National Aeronautics And Space Administration Compression pylon
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Cited By (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
FR2898336A1 (en) * 2006-03-07 2007-09-14 Airbus France Sas Aerodynamic fairing e.g. flap track fairing, for aircraft, has waist arranged along transversal direction, where waist is formed on lateral flanges using respective reinforcements which are opposite to each other
FR2922520A1 (en) * 2007-10-22 2009-04-24 Airbus France Sa Critical zone's compressibility drag reducing method for wing of airplane, involves arranging rear part in upstream of leading edge of wing so that container reduces speed of air in upstream of zone for reducing compressibility drag of zone

Also Published As

Publication number Publication date
CA2327374C (en) 2008-10-21
FR2802896B1 (en) 2002-03-29
FR2802896A1 (en) 2001-06-29
DE60006925D1 (en) 2004-01-15
CA2327374A1 (en) 2001-06-27
ES2207472T3 (en) 2004-06-01
EP1112929B1 (en) 2003-12-03
US6378804B1 (en) 2002-04-30
DE60006925T2 (en) 2004-10-28

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